DE7240022U - DEVICE FOR TESTING COMBUSTION ENGINES - Google Patents

Description

.Device for testing internal combustion engines y

The invention relates to internal combustion engines, such as motor vehicle engines, and particularly relates to an improved method and apparatus for measuring and / or Determination of the ignition angle of the engine, i.e. that angle relative to the top dead center of the pistons within it Cylinder in which the spark occurs in the engine cylinders. The invention has, inter alia, the goal of a to create an improved automatic test system, such as a System with an assembly line serving several test stands, in which each test stand is used to accommodate an engine to be tested and works in such a way that the ignition timing is relative determined to the top dead center of the engine piston (the usually referred to as "ignition angle" v / ird) and set or adjusted to a specific or desired value.

German Offenlegungsschrift 2 043 327 describes a method and a device for setting the ignition angle disclosed, working with a coder, the rapid pulses, about 3 ^ 00 pulses per revolution of the motor shaft or 10 pulses per Grsd. This system works on a counting basis, i.e. on the basis of of degrees. Determined by such a count the system dan ZUndwinkel and delivers the desired

Result. The known system gives good results and is particularly suitable under certain conditions; it however, it cannot be used economically under all conditions. A coder is a relatively expensive one Furniture that is also easily fragile. A coder is also very sensitive to impacts and can can be rendered unusable even by relatively weak impacts. In addition, the coder must be part of a test system Motor to be connected; he can however with a driving? Do not easily connect the engine in a parking lot or under similar conditions.

The invention is based on the object of a system for measuring and / or setting the ignition angle of an engine to create that works without a coder.

Part of the task of the invention is to convey a system regardless of whether the engine is on a test bench, working in a vehicle or under other suitable conditions for testing is installed, the measurement of the ignition angle of internal combustion engines allowed.

Another object of the invention is an improved engine test system to determine the engine ignition angle, which Can be used conveniently in repair shops without any restrictions from the existing ones in the workshop Equipment or personnel.

The object of the invention is also to provide an improved test stand that the engine to be tested records and operates it to determine the ignition angle, but without actually performing any ignition in the cylinders, so that the need to run the engine on gasoline or other combustible gas, such as butane gas, and the associated inconvenience and difficulty

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no longer available.

The object of the invention is also to create an improved test system for motor vehicle engines, which comprises several test stands for receiving the engines to be tested from charging stations, the individual hotores being safely inserted into the respective test stands and the respective test stand operating the engine in this way that its ignition angle is correctly determined, and automatically adjusts the distributor to generate a desired ignition angle, furthermore the engine to be tested is removed from the respective test stand and Pn is delivered to an unloading station.

Furthermore, it is part of the object of the invention to provide a test stand that is able to each to record the engine under test and operate it to determine its ignition angle without cooling the engine Water or removal of exhaust gases is required.

For the object of the invention belongs to continue to provide an improved motor test system that is able to operate the respective engine under test to determine its firing angle, the fixing means of the engine manifold, such as a distributor-retaining screw to solve ₉ the distributor for generating a to adjust a certain ignition angle and then retighten the fastening devices.

The object of the invention also includes creating an improved Motorprü.f system of the above type, day comprises a spark plug actuated by the ignition system of the engine in relation to a particular selected cylinder, furthermore a device for generating pulses of uniform frequency, a device for simultaneous counting of the pulses generated in this way over its entire revolution

of the motor shaft and thus over an angular degree of rotation and at the same time counting the number of these steady pulses from the moment the spark plug is opened of the selected engine fires until the moment when the piston of the selected cylinder reaches its top Dead position reached. The ignition angle is then obtained by passing the time corresponding to the last-mentioned count value divides the time required for one degree of motor revolution will,

The invention also includes providing an improved system for measuring and / or setting the ignition angle, in which the uniform pulses are generated by a crystal oscillator with a known, uniform frequency.

It is also part of the object of the invention to provide an improved Sy? +. Em for measuring and / or setting the time angle be sure to receive the signal from a magnetic pickup operated by a harmonic damper and at the beginning and at the end of a revolution of the motor is delivered in top dead center. A second signal should be generated at the point in time at which the The selected cylinder's spark plug ignites. The two signals are to be routed via a pulse converter, which converts each of the signals into a low-voltage pulse compatible with the system.

Another object of the present invention is to provide an improved system for measurement and / or adjustment to create the ignition angle of internal combustion engines, at which a count of two values with respect to of the same and even time impulses recorded will; on the one hand, the number of pulses for a complete and precise rotation of the motor shaft is thereby determined added, which also gives the number of pulses per degree of rotation; second is the number of pulses from the moment at which the spark plug was

724Q022 -6.6.74

v; selected cylinder ignites until the moment the The cylinder's piston has reached its top dead center (for 7iirTivore5.1uriq ·) ai.ifpenoninen. As can be seen, can

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the ignition pin after receiving the V. 'read these two numbers easily calculate. On the other hand, if only one value is counted, the ignition angle cannot be obtained, because it then, v / enn the number of pulses within the ignition angle is available, it is not possible to use this angle with respect to the degrees of rotation of the motor shaft to express v / eil the V / 'ert of the impulses in the ignition angle is meaningless unless it is expressed in relation to the rotation of the motor shaft.

Another object of the invention is to provide an improved system for the measurement and adjustment of the ignition angle of internal combustion engines, which also reduces the speed values of the! ^T otor indicates during the iiessinterval.

The object of the invention also includes the time angle measurement to adjust the distributor and to compare the results obtained with the upper and lower To use the limits of a given age range. A servo mechanism should be used to adjust the distributor to serve.

The object of the invention also includes an improved System for measuring and / or setting the time angle of internal combustion engines by applying the necessary mathematical calculations of binary mathematics.

In addition, it is an object of the invention to provide an improved test system of the above type which, in its construction is relatively simple, works reliably, needs as few staff as possible and is easy to repair and is easy to use.

The invention is described in connection with the following description based on preferred exemplary embodiments explained in detail with the drawings; in the drawings demonstrate

Fig. 1 is a perspective view of a

Control box for operating the system according to the invention;

FIG. 2 shows a side view of the structure according to FIG. 1 with the side wall removed;

Fig. 3 is a top plan view of a system used in multiple assembly lines Test stands for measuring and / or setting the ignition angle of internal combustion engines in series production;

4 is a side view of a test stand with an engine shown therein;

5 shows a schematic representation of a system, how to use it on an engine outside of a test bench;

6 shows a schematic representation of a system with a multiplication counter _} a binary time counter and a binary-coded decimal time counter;

7 shows a schematic representation of a complete system with the multiplication counter, the binary time counter, the binary-coded decimal time counter, a binary speed counter and a binary-coded decimal Speed counter;

Fig. 8 is a schematic representation of a complete system with an apparatus such as it is required to calculate the ignition angle and the speed of the engine, the one obtained Ignition angle with a given ignition

Angular range for the given speed range and the distributor to generate the desired ignition angle value automatically adjust, so / ie with a ;. Facility, who checks the system internally and ensures that it works correctly. «;

9 shows a variant of the device for generating the signal in the upper piston dead position Using a slot in the harmonic damper;

10 shows a further variant of the device for generating the signal in the upper piston dead position using a hole in the harmonic damper;

11 shows another way of removing the ignition the spark plug indicate? - <- ;. the signal through non-inductive means;

Fig. 12 shows a manner of decreasing the ignition signal without using a spark plug;

13 shows a system for inductively picking up the ignition signal; and

14 shows a system in which the ignition signal from the distributor of the respective internal combustion engine can decrease.

The German Offenlegungsschrift 2 043 327 discloses a method and a device for measuring and setting the ignition angle of internal combustion engines disclosed, wherein actually the Winkelßrade are measured by which the spark leads. When using such a method and such Device is measured only a group of fourth, and the process is completed after the result inform of such a value, i.e. the size of the time angle, has been obtained.

According to the invention, two values are measured simultaneously. For harvesting, the time for a complete and exact revolution or Kotorwellc from an upper dead point of the iUPfOv / ähiten cylinder to the right upper dead point is measured. Such Kossui'geri are carried out by means of even impulses, the aur. a device for generating pulses: Sufficient and constant frequency are generated while this pulse is generated, the number of pulses is generated from the point in time at which the spark plug in the selected cylinder ignites occur at the point in time at which the piston in the selected cylinder (with Zundun-Gvoreilung) reaches its upper Totlc ^f -e. By simultaneously measuring both variables, v / crte are obtained which allow the engine ignition angle to be calculated.

If only one value were counted, for example the pulse ?. \: I r.chen the time of ignition and the time of the top dead center of the piston ring, then one would only get the time span between these two elements, but no height -Chkei.th ?ben to express the Zeitr ^ nnc in Vinkelgracler:, ie as ΖϋηΛν / inkel, v. ^R cil this requires the knowledge of the period of time that the Ilotor needs to turn one degree Pulses for a full and exact rotation is determined, the number of pulses per degree can be calculated by dividing the number of pulses for a full rotation by 360. Subsequently, the number of pulses between the moment of ignition and the moment of top dead center is calculated Piston divided by the number of pulses for one degree to get the ignition angle in degrees.

In the four-stroke engines that are primarily addressed here the spark plug ignites once for two full revolutions. Therefore, it is preferable to use the number of pulses counted for two full and exact revolutions.

The simultaneous counting method described above two variables, namely firstly the number of Inipulsen relative to the revolutions of the motor and secondly the number of pulses that occur while the motor is turning the Ignition angle rotates, delivers a defined result that cannot be achieved by paying only one size.

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For the purposes of the present invention, any means for producing known and uniform Pulses are used. Since the pulses are counted simultaneously, only one pulse generator device is required to be used, both quantities being counted on the basis of the pulses generated by this device.

A crystal oscillator is preferably used to generate the pulses used because such a device for generating known and uniform pulses extraordinarily high Frequency, about a frequency of 2 14Hz, can serve.

In order to set the limits for one revolution or two revolutions, facilities for displaying the upper Totlage uses a magnetic pickup in conjunction with a harmonic damper or a similar one may include device provided on the engine.

Ignition of the spark plug of a selected cylinder is ended / ended, this spark plug inside or outside of the cylinder can be arranged. To display the piston position in the top dead center of this selected cylinder the same device can be used as for determining the limits of the revolutions.

The system according to the invention described below is for testing or checking engines in vehicle manufacturing certainly. The respective engine can do without special test stands or assembly lines in all suitable

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Conditions are checked as they are found in production are, or the test can be in a test bench, or in large numbers, on an assembly line, to a system connected test stands are carried out, with the engines recorded from charging stations, for testing on the not occupied test stands of the assembly line and after the test removed from the test stands and a discharge station are fed.

Instead of the signal indicating the actual top dead center of the piston in the cylinder, another signal can also be used can be generated and used as long as the exact relationship between the signal and actual dead center is known is; the resulting result can be corrected by the corresponding difference. In a similar way it is possible to use another spark plug instead of spark plug # 1, as long as the exact relationship between is known to the signal and ignition of that spark plug # 1; in turn, the result can be matched with the corresponding Difference must be corrected. For example, spark plug # 2 could be used. It is also possible to use a Signal that does not come from the selected spark plug but from the • winding, or that generated by the distributor Use impulses.

In Fig. 3 is a test system with several on an assembly line 11 connected test stands 10 are shown. At the assembly line 11 may be a tape such as is known from U.S. Patent 3,527,087. The assembly line 11 operates the test stands 10 by the engines to be tested, about 12 (according to Fig. 4), transported from a charging station 13 to the respective test stands * An empty test stand receives the first one who has passed by and has not yet been examined Engine and gives the tested engine after completion of the test

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Fung back to the belt for delivery to station 13 for unloading. The tested engine is not used by any other Test bench accepted, even if it is empty.

The test carried out in the individual test stands depends on the specified requirements, whereby the motors can be operated with petrol, butane gas, compressed air, electrically or with the aid of a fluid motor (gas or liquid motor ). The use of compressed air, electricity, or a Fluidummotor ensures the achievement of a certain speed without the engine needs to be geküh ⁿ t; however, water can be used in the engine to test for leaks and thereby determine leaks of the water jacket to the atmosphere. The oil pressure can also be conveniently checked during this test by continuously monitoring it while the engine is running and stopping the engine if the oil pressure fails. A visible and audible test for noises can also be carried out.

Fig. 4 shows a test stand with a motor 12 to be tested therein, which is arranged so that it by means of a motor 14 connected via a clutch 16 can be driven. In the test stand 10 is a control box intended for the purposes described below.

The calculation of the ignition angle is achieved by calculating the time in seconds between the moment of ignition of the Spark plug No. 1 (assuming ignition advance) and the The moment at which the piston of the selected cylinder reaches the top dead center is measured and this value over time is divided in seconds per-ö degrees of motor rotation. This process can through the math formula

Zundtfinkel = £ 720

expressed v / earth, where Y is the time in seconds between the ignition and the top dead center and X is the time in seconds for zv / ei engine revolutions.

To achieve the fourth for Y and X, two signals are required from the motor, namely the signal for the upper one Dead-spot (TDC) and the ignition signal.

According to FIG. 4, the signal TDC is generated as follows. At the front end of the motor 12, a harmonious Danish 15 is mounted, which at its periphery with a to de? ¹ top dead center of the piston of cylinder No. 1 related slot or groove 18 is provided. In the test stand, a magnetic pickup 20 is installed in such a way that it cooperates with the slot 18 when the piston of cylinder no. 1 is in its upper dead position, so that an electric pulse is generated each time in this position. This pulse forms the signal TDC, the use of which will be explained below.

According to Flg. 5, the distributor 38 supplies high voltage via the spark plug line 26 for igniting the spark plug 31. The ignition signal is from a line 26 surrounding it Wire loop, coil or clamp 32 generated; each time en the line 26 is high voltage, in the Loop 3 ^ - a current is induced. This induced Current forms the ignition signal, whose purpose is below should be explained. According to the invention, the spark plug needs 31 not to be mounted in the engine 12 to be tested be; it can also be arranged outside this engine, and dP.'s ignition signal can even be used without the use of a spark plug be generated.

According to FIGS. 6, 7 and 8 this happens in the above manner and Another signal TDC generated by the magnetic pickup 20

a signal converter 7.2, which converts the input signal into a pulse of short duration (about IO rükruisekunuKn; that is compatible with the rest of the system) to count the pulse generated by a crystal oscillator 24. The circuit then measures the time interval for zv / ei complete revolutions of the harmonic DärrvTer · !: 15, which is equivalent to zv / ei revolutions of the motor Control unit 27, which switches on the birr'ren!, Rehzablcounter 23 when a signal indicating the top dead center occurs. The counter counts the pulses, the frequency of which comes from a frequency divider 28 controlled by the crystal oscillator? zv / ei revolutions of the harmonic damper have been completed; the end v / is completed by a further one

This pulse metering is carried out in the binary speed counter 23 stored and is proportional to the above value X.

Since this is a four-stroke engine, the spark plug! Ir. 1 have ignited during the two just measured rotations of the turntable. In the case of a system with ignition feedback. the ignition signal occurs shortly before the top dead center, with ignition delay shortly after the top dead center. The circuit measures the number of pulses occurring between ignition and top dead center (for ignition advance). This is achieved by the control unit 27, which switches on a binary time counter 30 when the ignition signal occurs from the loop 32 and switches it off when the signal indicating a top dead center occurs. During the period in which the binary time counter 30 is switched on, it counts the pulses, the frequency of which comes from the frequency divider controlled by the crystal oscillator 24. This number of pulses is proportional to the ^{V. r ert Y required in the above equation.}

Then in this embodiment of the invention actual calculation of the ignition angle carried out. For this purpose, a register 29 is cleared, and the content of the binary Time counter 30 is fed to the input of an adder 33. That number becomes proportional to 720 Number of times is added to the content of the register 29 via the adder 33, and the new result is entered into the Register 29 is entered, the number of additions being counted by the multiplication counter 34. The one before The stored content of the binary speed counter 23 is fed to the input of the adder 33 in negated form. This number is added to the content of the register 29 via the adder 33, and the result is wjrd again entered into register 29. If the register 29 now contains a positive number other than zero, then from the binary-coded decimal (BGD) time counter 35 counts a pulse. This process is repeated as long as the register 29 contains a positive number. If the process ends, the BCD time counter 35 contains the result of the multiplication the constants by Y and then these by X di-

fourth size, which is then equal to 720 -y-, i.e. H. same as that Ignition angle is. An ignition angle display 36 is provided for optical reading of the ignition angle obtained in this way.

If the spark plug ignites before the top dead center, a positive indicator lamp on the ignition angle indicator 36 indicates that the engine works with ignition advance, but if the top deadlock occurs before the spark plug ignites, it runs Engine with ignition delay, which is indicated by a negative indicator lamp.

Should the engine be timed in the state of the ignition delay the time between dead center and ignition is still a positive number, and all calculations are performed in the same way as above.

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Fig. 7 shows the same system as Fig. 6, but also with a device necessary for calculating the speed forgethsn isti

The engine speed is calculated by dividing the number 60 (i.e. the number of seconds in a minute) through the Time in seconds for one revolution of the motor is divided. This process can be explained by the mathematical equation

Speed = 2 | 2

express, where X is the time for two revolutions of the motor is.

In the present exemplary embodiment of the invention, the actual calculation of the speed takes place using use of the above equation as follows. The register 29 is cleared, and one of the Κοηινί * nth 120 is proportional The number is added to the content of the register 29 via the adder 33, the result being transferred to the register 29 is restored. The previously saved content of the binary speed counter 23 is applied to adder 33 in negated form. This negative number is added via the r 33 is added to register 29, and the new result is again stored in register 29. Contains the register 29 is now a positive number different from zero, then in a binSr-coded decimal (BCD) Speed counter 39 counted a pulse. This process is repeated as long as register 29 is a positive number contains. The BCD speed counter 39 now contains the result dividing the constants by the content of the binary speed counter 23, this result being equal to -y ^ » d. H. equals the engine speed.

The actual circuit used for the two calculations and the numbers used therein are designed so that "the circuit complexity is as small as possible and throughout

Circuit etv; a the same degree of resolution is achieved v; ird. Therefore, instead of the actual numbers, numbers that correspond to the constants in the equations given above are used proportional child.

According to FIG. 8, a speed indicator 41 is provided which provides a visible reading of the hotor speed. The results of the speed calculation are also fed to a speed comparator 42 which compares the content of the BCD speed counter 39 with given lower and upper limits. If the number is not within these limits, v / ith a Zeitwinkelkome ^r rator 'ö rinein of locking relaje off 40 and the time gelörcht angle display. If the speed is within the specified limits, εο compares the time angle comp ;. r ^ tor h ~ j η cn contents of BCD counter Ze it ε? ö with the lower vnd upper limits are ivn.d by ^T Oinschal ~ s of Subject Author ^ cn'ion the Anzeigelcriren Uh whether the DELAYED / inkel large , Small or in a medium band; if necessary does ei 'also energize one of the corresponding relays to control a servomechanism 37 in deo? corresponding direction, which adjusts the distributor ~ fQ to generate a = Ζίυ ^ angle with inclined / unsettled V. ^r ert.

One of two relays is energized. If the ignition angle is too large, the relay 45 assigned to the high value is actuated, which controls the servomechanism 37 to rotate the distributor 33 in the corresponding direction to reduce the ignition angle, while at the same time the calculation and comparison process starts again to determine whether the new value of the ignition angle lies within the middle band. If the ignition angle is too small, a ^{relay 46 assigned to the small V, r} e.'t is excited in such a way that the servomechanism 37 rotates the distributor in the opposite direction and thus increases the ignition valve; again the same new calculation and comparison process follows.

Upon completion of the above process, the ignition angle and the speed have been calculated, the speed with a desired l '. ^r ert been compared and, if the speed lies in this desired range, the V.'ert the ignition angle for the adjustment of the distributor and has thus been used to achieve the desired ignition angle.

The servomechanism and the associated control circuit can also be omitted and the setting can be carried out manually if the system is used manually.

During a liotor simulator test. by a mode switch 47 can be selected, pulses are generated via the frequency divider, the upper dead position and the ignition spark instead of the impulses coming from the signal converter. Under these conditions will be on the ignition angle display 36 and on the speed display 41 special numbers are displayed. This enables a slight internal self-control to check the working method conveyed to the unit.

If the system is to provide a more stable or more reliable result, the calculation of the ignition angle and the speed can be carried out over a larger number of revolutions instead of two. A power of the number 2 (ie 2 ^Z , where ζ = 0,1,2 ...) is preferably used, since the system performs the mathematical calculations in the binary system, which is based on the number 2. For this purpose, a number for the averaging, for example 4 or 8, can be selected at an average value switch 48.

The measurement of the number of pulses over two complete and new revolutions of the motor can also be between zv / ei ignitions take place, since this time span is equal to two revolutions of the engine.

9 shows a damper 50 provided with a slot 51, a lamp 52 being provided which generates a light signal land a light sensor, such as a phototransistor 53, influenced to generate a signal for the top dead center.

Fig. 10 shows a variant of the harmonic damper; thereafter the damper 54 is provided with a hole 55, "where there is an electrical light source 56 on one side and a light sensor 57 on the other side.

Fig. 11 shows the spark plug 31 mic one on its top provided metal tube 60, which receives the ignition signal non-inductively and transmits it to the signal converter via a wire 61 22 feeds.

Figure 12 shows the use of a resistor 62 instead a spark plug, one side of the resistor 62 being grounded and the signal to the signal converter via a line 63 is fed.

FIG. 13 shows the loop, clamp or winding 32 surrounding the line 26, which inductively generates the ignition signal, when the spark plug 31 ignites.

Fig. 14 shows the distributor contacts 64 for generating the Signal for the signal converter 22.

Claims (19)

Expectations 1. Device for measuring the ignition angle of internal combustion engines, characterized by, a Device (18, 20, 23) for measuring the time taken by the motor for a full and precise revolution from an upper Dead position in the next requires a device (18, 20, 30, 32) for the simultaneous measurement of the time that the engine to rotate from the moment the spark plug of a selected cylinder ignites to the moment to which the piston of this cylinder reaches its top dead center, also requires a device (29, 33) for Determination of the time it takes for the motor to rotate through one degree of angle, as well as a device for tailoring the time the engine needs to rotate from the moment of ignition to the moment of top dead center of the piston, by the time it takes the engine through one angular degree needed, and thus to determine the ignition angle of the engine. 2. Apparatus according to claim 1, characterized by means for determining the engine speed on the basis of the time the engine has for a Rotation required. 3. Device for measuring the ignition angle of internal combustion engines, characterized by means (24) for generating voltage pulses more uniformly Frequency, a device (23, 30) for counting the pulses over at least one full and accurate revolution of the llotors and at the same time to count the pulses between the moment of ignition of the spark plug of a selected cylinder and the moment of top dead center of the piston in this cylinder, further means (29, 33) for determining the number of pulses for a degree of Motor rotation and dividing the number of pulses between "the moment of ignition and dead center by the." Number of pulses during rotation by one degree and thus for determining the ignition angle. 4. Device for determining the ignition angle of internal combustion engines, characterized by an oscillator (24) for generating electrical pulses of uniform frequency, a device (18, 20) for generating an electrical signal at the moment when the piston of a selected cylinder reaches its top dead center achieved a device responsive to this electrical signal (23) which makes a first count of the pulses "" On the moment the top dead center begins and for continues at least one full and precise motor rotation, further means (29, 33) which the first count ^: . ■ ti ι - 21 - in. uis time for one. Converted degree <1rt T-To-fcorura rotation means (32) operating during the first count and generating an electrical pulse at the moment at which the spark plug of the selected cylinder ignites, one responsive to the electrical impulse Device (30) making a second count of the pulses from the moment of ignition to the moment of the next top dead center begins, furthermore a device (29, 33) which converts the second count value into the time which the Hotor to rotate between the iioment of ignition and · top dead center, cowie needs a device to divide the time the engine takes between ignition and who needs their deadlock, through time for one Degree of engine rotation and thus for determining the ignition angle Is. 5. Apparatus according to claim h, characterized by a device which relates the first pulse count to the motor speed. 6. Apparatus according to claim 5, characterized by means (A3) for comparing the obtained Ignition control element with a predetermined ignition angle range. . ·; ί ■ ί ^! '■■ " μ- ι .... ι f 7. The device according to claim 6, characterized by a servomechanism (37) responsive to the comparison device (43) for setting the motor distributor (38) in a position in which it generates an ignition angle within the predetermined range. 8. Apparatus according to claim 4, characterized in that a frequency divider with the oscillator (24) (28) is connected and that the first count is made over two full and exact engine revolutions. 9. Apparatus according to claim 8, characterized in that g e k e η η - ζ calibrate λ ο t that the device for generating a signal in the top dead center has the form of a magnetic pickup (20) or a photoelectric device (52, 53; 56, 57). 10. Apparatus according to claim 8, characterized in that the means for generating a signal upon ignition of the spark plug takes the form of a coil surrounding the spark plug line (26), loop or clamp (32) or a spark plug replacing resistor (62) for non-inductive generation of the ignition signal Has. 11. The device according to claim 8, characterized in that g e k e η η, that the devices responding to the signals signal converter (22) for implementing the electrical impulses in signals compatible with the system, a control unit connected to the signal converters (27) for receiving these signals, a binary time counter (30) connected to the control unit, one with the Binary speed counter (23) connected to the control unit, a multiplication counter also connected to the control unit (3M, one connected to the binary counters arithmetic unit - the one from an adder (33) and a register (29) best «.:;. · And receives a signal from the multiplication counter, as well as one with the arithmetic unit connected binary coded decimal Time counter (35) for counting the pulses and storing the result. 12. The device according to claim 11, characterized by a display unit (3S) for generating a visible reading of the ignition angle _v 13. The device according to claim 12, characterized by a connected to the control unit (27) Selector switch (48) for selecting the number of mean values over which the ignition angle is calculated. 14. The device according to claim 13, geken nzeichn fi t by a dt-r control unit (ί'7) connected Betr-'ebsarten-'V.'ahlschaltar (^ 7) for performing an internal test of the system. 15. The device according to claim 11, characterized by a binary-coded decimal speed counter (? 9). 16. The device according to claim 1 ^, characterized by a display unit (Λ1) for "i'rzeu ^ unr; a visible reading of the speed ö.cs ^ u prv ·" ends :: ot <-rs, 1?. Device according to. '. Nepruch 16, characterized by a Zündv / inkelkompi-r-tcr (' ■? :), which the calculated Zündv / inkel mi ^-:; compares a prearranged ignition zone and displays the comparison result. 18. The device according to claim 17, characterized by a Drehzthlkonparotor (42) which compares the calculated speed with a predetermined speed range and the Zündv; angle display (3o) loccht \: enn the speed is outside the certain range. 19. The device according to claim 18, characterized through a tor (43) connected to the Zündv / inkelkcir.pe.re Servomechanism (37) for setting the distributor (38) to generate a väinschten ignition rate.